EP1491756B1 - Verfahren zur Steuerung einer selbstgezündeten Brennkraftmaschine - Google Patents

Verfahren zur Steuerung einer selbstgezündeten Brennkraftmaschine Download PDF

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Publication number
EP1491756B1
EP1491756B1 EP04253860A EP04253860A EP1491756B1 EP 1491756 B1 EP1491756 B1 EP 1491756B1 EP 04253860 A EP04253860 A EP 04253860A EP 04253860 A EP04253860 A EP 04253860A EP 1491756 B1 EP1491756 B1 EP 1491756B1
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EP
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Prior art keywords
fuel
catalyst
ignitability
internal combustion
combustion engine
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EP04253860A
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English (en)
French (fr)
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EP1491756A1 (de
Inventor
Kohtaro Hashimoto
Kohjiroh Aimoto
Takahiro Gunji
Ryogo Sakamoto
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority claimed from JP2004070196A external-priority patent/JP4295140B2/ja
Priority claimed from JP2004112017A external-priority patent/JP4382559B2/ja
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Publication of EP1491756A1 publication Critical patent/EP1491756A1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method for controlling a compression ignition internal combustion engine.
  • a compression ignition internal combustion engine represented by a premix compression ignition internal combustion engine has been under consideration.
  • the compression ignition internal combustion engine it is difficult to control timing of ignition unlike a spark ignition internal combustion engine.
  • the compression ignition internal combustion engine has a problem such that knocking easily occurs when a demand load of the engine increases if a fuel of high ignitability is used, while misfire easily occurs when the demand load decreases if a fuel of low ignitability is used, thus narrowing the operation range.
  • a technique has been known in which a fuel of high ignitability and a fuel of low ignitability are provided, and both the fuels are mixed and supplied to the engine (e.g. see Japanese Patent Laid-OpenNo. 2001-355471 and EP-A-1057988 ).
  • the mixing ratio of the fuels is adjusted in accordance with the demand load of the compression ignition internal combustion engine, whereby the engine can be stably operated for a wide range of demand loads.
  • the fuel of high ignitability and the fuel of low ignitability are separately stored, and therefore a plurality of tanks are required.
  • a technique is also known in which a single fuel is used, and part of the fuel is partially oxidized to produce an ignitability controlling material when the demand load of the compression ignition internal combustion engine increases (e.g. see Japanese Patent Laid-Open No. 2000-213444 ).
  • the technique is such that part of a hydrocarbon based fuel such as light oil is partially oxidized to produce an ignitability controlling material such as formaldehyde, and has an advantage that only one fuel tank is required.
  • the technique has a disadvantage that a high-temperature and long-time reaction is required for partially oxidizing the hydrocarbon such as light oil to produce formaldehyde.
  • the object of the present invention is to eliminate such problems and provide a method for controlling a compression ignition internal combustion engine, which can easily cope with a wide range of demand loads with a single fuel.
  • the present invention is a method for controlling a compression ignition internal combustion engine in which a gas containing oxygen and a fuel capable of being self-ignited under compression are introduced into a cylinder, and compressed to be self-ignited, wherein the compression ignition internal combustion engine comprises a fuel containing an ignition improver, and as a demand load of the compression ignition internal combustion engine increases, at least part of the ignition improver contained in the fuel is changed into a material having a reduced ignitability improvement capability to reduce ignitability of the fuel, and the fuel having reduced ignitability is supplied to the compression ignition internal combustion engine, characterised in that at least part of said fuel is made to contact a catalyst, and said ignition improver contained in the fuel is changed into a material having a reduced ignitability improvement capability by the catalyst.
  • the fuel contains the ignition improver and therefore has high ignitability, and even when the demand load of the compression ignition internal combustion engine decreases, the compression ignition internal combustion engine can be stably operated without causing misfire or the like.
  • the ignition improver when the demand load of the compression ignition internal combustion engine increases, at least part of the ignition improver is decomposed or made to react with components of the fuel to change the same into a material having a reduced ignitability improvement capability.
  • the ignition improver can be changed into a material having a reduced ignitability improvement capability at ordinary temperature in a short time without necessity to heat the ignition improver to a high temperature as in partial oxidization of hydrocarbon and the like.
  • the fuel has relatively reduced ignitability compared to the ignitability when the fuel contains the ignition improver.
  • the fuel having at least part of the ignition improver changed into a material having a reduced ignitability improvement capability, and thus having reduced ignitability is supplied to the compression ignition internal combustion engine, whereby the compression ignition internal combustion engine can be stably operated without causing knocking or the like even if the demand load of the compression ignition internal combustion engine is high.
  • the fuels capable of being self-ignited under compression may include, for example, hydrocarbon based fuels such as existing fuels such as light oil, kerosene and gasoline, and synthetic fuels such as di-methyl ether and heptane.
  • hydrocarbon based fuels such as existing fuels such as light oil, kerosene and gasoline
  • synthetic fuels such as di-methyl ether and heptane.
  • the heptane is contained in a naphtha fraction obtained through a natural gas liquefaction (GTL: gas to liquid) process, is easily synthesized because of the low boiling point, and is thus suitable as a fuel for the compression ignition internal combustion engine.
  • the heptane may contain acetophenone, toluene and the like.
  • the ignition improvers for the fuel may include at least one type of compound selected from the group consisting of organic peroxides, nitrates, nitrites, nitro compounds and azo compounds because they are easily decomposed at ordinary temperature in a short time.
  • the organic peroxides may include, for example, cumene hydroperoxide.
  • the nitrates may include, for example, n-pentyl nitrate.
  • the nitrites may include, for example, n-pentyl nitrite.
  • At least part of the fuel is made to contact a catalyst, by which the ignition improver contained in the fuel is changed into a material having a reduced ignitability improvement capability.
  • a catalyst at least one type of material selected from the group consisting of single metals, metal compounds, solid acid catalysts and solid base catalysts is preferably used because they can easily change the ignition improver as described above.
  • the metal compounds may include, for example, iron chloride (III).
  • the solid acid catalysts may include at least one type of material selected from the group consisting of zirconia sulfate, zeolite, dodeca-tungsto (VI) phosphoric acid hydrate, acid clay and montmorillonite.
  • the catalyst is preferably carried on a porous carrier.
  • the catalyst is carried on the porous carrier, whereby the ignition improver contained in the fuel can be changed into a material having a reduced ignitability improvement capability in a short time when at least part of the fuel is made to contact the catalyst.
  • the catalyst is carried on the porous carrier, whereby the amount of catalyst required for changing the ignition improver into a material having a reduced ignitability improvement capability can be reduced.
  • the porous carriers may include, for example, spherical silica.
  • the fuel having at least part of the ignition improver changed into a material having a reduced ignitability improvement capability, and thus having reduced ignitability may be supplied directly to the compression ignition internal combustion engine, but a fuel having at least part of the ignition improver changed into a material having a reduced ignitability improvement capability, and thus having reduced ignitability, and a fuel with the ignitability improvement capability of the ignition improver maintained may be mixed together in any ratio, and supplied to the compression ignition internal combustion engine.
  • a control method of this embodiment can be carried out by a compression ignition internal combustion engine 1 shown in FIG. 1 .
  • the compression ignition internal combustion engine 1 comprises a fuel tank 2 storing a fuel containing an ignition improver.
  • the fuel tank 2 is connected to the compression ignition internal combustion engine 1 via supply pipes 3 and 4.
  • the supply pipe 3 is connected to the compression ignition internal combustion engine 1.
  • the supply pipe 4 is provided at some midpoint therein with a catalyst apparatus 5 storing a catalyst for decomposing the ignition improver.
  • the supply pipe 3 is provided with a flow regulating valve 6 on the fuel tank 2 side.
  • a flow regulating valve 7 is provided between the fuel tank 2 and the catalyst apparatus 5 in the supply pipe 4.
  • Fuels stored in the fuel tank 2 may include, for example, hydrocarbons such as heptane (C 7 H 16 ).
  • the fuel may have acetophenone, toluene or the like added to heptane.
  • the ignition improvers contained in the fuel may include at least one type of compound selected from the group consisting of organic peroxides, nitrates, nitro compounds and azo compounds.
  • the organic peroxides are particularly suitable in terms of easy decomposition.
  • the organic oxides may include, for example, alkyl hydroperoxides such as cumene hydroperoxide, ketone peroxides, dialkyl peroxides, diacyl peroxides, alkyl peresters and percarbonates.
  • nitrates such as n-pentyl nitrate or nitrites such as n-pentyl nitrite are particularly suitable in terms of production of a material having a reduced ignitability improvement capability.
  • Catalysts stored in the catalyst apparatus 5 may include at least one type of material selected from the group consisting of single metals, metal compounds, solid acid catalysts and solid base catalysts.
  • the single metals may include metals such as iron, copper, nickel, cobalt and manganese.
  • the metal compounds may include various kinds of metal compounds such as iron chloride (III).
  • the solid acid catalysts may include metal oxides, metal salts, metal oxide carrying acids and ion exchange resins.
  • the solid acid catalysts may include at least one type of material selected from the group consisting of zirconia sulfate, zeolite, dodeca-tungsto (VI) phosphoric acid hydrate, acid clay and montmorillonite.
  • the solid base catalysts may include alkali earth metals, alkali earth metal hydroxides, carriage alkali metals, carriage alkali hydroxides and anion exchange resins.
  • the flow regulating valve 7 is closed and only the flow regulating valve 6 is opened to supply the fuel contained in the fuel tank 1 directly to the compression ignition internal combustion engine 1 through the supply pipe 3 when a demand load of the compression ignition internal combustion engine 1 is low.
  • the fuel contains the ignition improver, and therefore has improved ignitability.
  • the compression ignition internal combustion engine 1 can be stably operated with the fuel without causing misfire or the like.
  • the flow regulating valve 7 is opened at a predetermined rate according to level of the demand load. At least part of the fuel stored in the fuel tank 1 is supplied to the catalyst apparatus 5, made to contact the catalyst in the catalyst apparatus 5, and then supplied to the compression ignition internal combustion engine 1.
  • the fuel contacts the catalyst in the catalyst apparatus 5, whereby the ignition improver is decomposed, or reacts with components of the fuel to be changed into a material having a reduced ignitability improvement capability.
  • the fuel with the ignition improver decomposed has reduced ignitability compared with the fuel containing the ignition improver.
  • the fuel containing the ignition improver and thus having improved ignitability is supplied to the compression ignition internal combustion engine 1 through the supply pipe 3, and the fuel having the ignition improver changed into a material having a reduced ignitability improvement capability, and thus having reduced ignitability is supplied through the supply pipe 4.
  • the openings of the flow regulating valves 6 and 7 are adjusted to adjust the ratio between the fuel having improved ignitability and the fuel having reduced ignitability as appropriate, whereby ignitability of the fuel supplied to the compression ignitability internal combustion engine 1 can be reduced according to the level of the demand load of the compression ignition internal combustion engine 1.
  • the compression ignition internal combustion engine 1 can be stably operated without causing knocking even when the demand load is high.
  • the flow regulating valves 6 and 7 are provided in the supply pipes 3 and 4, respectively, to adjust the ratio between the fuel having improved ignitability and the fuel having reduced ignitability.
  • a flow regulating apparatus 9 connected through a main supply pipe 8 to the fuel tank 2 may be provided between the fuel tank 2 and the catalyst apparatus 5.
  • the supply pipes 3 and 4 are branched from the flow regulating apparatus 9.
  • the supply pipes 3 and 4 comprise no flow regulating valves 6 and 7, but the fuel having improved ignitability and the fuel having reduced ignitability is adjusted by the flow regulating apparatus 9.
  • a mixing-adjusting apparatus 10 may be provided between the catalyst apparatus 5 and the compression ignition internal combustion engine 1.
  • the supply pipes 3 and 4 are connected to the mixing-adjusting apparatus 10.
  • the mixing-adjusting apparatus 10 is connected through the main supply pipe 8 to the compression ignition internal combustion engine 1.
  • the supply pipes 3 and 4 comprise no flow regulating valves 6 and 7.
  • the fuel having improved ignitability and the fuel having reduced ignitability are mixed together in a predetermined ratio by the mixing-adjusting apparatus 10, and supplied to the compression ignition internal combustion engine 1.
  • an auxiliary tank 11 may be provided between the catalyst apparatus 5 and the compression ignition internal combustion engine 1 in the supply pipe 4.
  • the auxiliary tank 11 stores the fuel having reduced ignitability.
  • the flow regulating valve 7 is provided between the auxiliary tank 11 and the compression ignition internal combustion engine 1.
  • the fuel having reduced ignitability is previously stored in the auxiliary tank 11, and supplied to the compression ignition internal combustion engine 1 via the flow regulating valve 7.
  • Adjustment of the ratio between the fuel having improved ignitability and the fuel having reduced ignitability is performed by adjusting the openings of the flow regulating valves 6 and 7.
  • a fuel with heptane as a main fuel containing 0.01 to 6.0 wt% of cumene hydroperoxide as an ignition improver expressed by the following formula (1) may be used as a fuel stored in the fuel tank 2.
  • heptane an effect of improving ignitability cannot be obtained if the content of the cumene hydroperoxide is less than 0.01 wt%. If the content of the cumene hydroperoxide in the heptane is greater than 6.0 wt%, a polymer based precipitate is produced, and thus the heptane is no longer suitable as a fuel.
  • the cumene hydroperoxide as an ignition improver is decomposed into phenol and acetone as shown in the following formula (2).
  • the phenol acts as an ignition inhibiting agent, and therefore ignitability of the fuel with cumene hydroperoxide decomposed can be advantageously reduced to a level lower than that of pure heptane.
  • the fuel B with cumene hydroperoxide decomposed was prepared by making the fuel A with cumene hydroperoxide not decomposed pass through the catalyst apparatus 5 at a flow rate of 100 ml/minute at room temperature, and contact a catalyst.
  • a stainless container having an inner diameter of 30 mm, a length of 100 mm and a wall thickness of 2 mm, filled with iron chloride (III) with the average diameter of 100 ⁇ m as a catalyst, was used.
  • a fuel comprised of 99 wt% of heptane as a main fuel and 1 wt% of cumene hydroperoxide (80 wt% isopropyl benzene solution) as an ignition improver was made to pass through the catalyst apparatus 5 and contact a catalyst, and then sprayed into a high-pressure container with the volume of 650 ml containing air at 450°C and 20 atmospheric pressures.
  • the decomposition rate of cumene hydroperoxide and ignition delay time with various kinds of solid acid catalysts used was compared with those with no catalyst used.
  • a stainless container having an inner diameter of 30 mm, a length of 100 mm and a wall thickness of 2 mm, filled with various kinds of catalysts was used.
  • the solid acid catalysts zirconia sulfate with the particle size of 10 ⁇ m, dodeca-tungsto (VI) phosphoric acid hydrate with the particle size of 10 ⁇ m, zeolite with the particle size of 1.6 mm, acid clay with the particle size of 50 ⁇ m, and montmorillonite with the particle size of 50 ⁇ m were used respectively.
  • the fuel was made to pass at room temperature at a flow rate of 100 ml/minute with respect to the catalyst apparatus 5. The results are shown in Table 2.
  • a fuel with, for example, 1 wt% of n-pentyl nitrate (C 5 H 11 -NO 2 ) as an ignition improver contained in a main fuel comprised of, for example, 70 wt% of heptane and 30 wt% of toluene may be used as a fuel stored in the fuel tank 2.
  • the n-pentyl nitrate as an ignition improver reacts with toluene as a component of the main fuel to produce pentyl alcohol (C 5 H 11 OH) being a material having a reduced ignitability improvement capability as shown in the following formula (3).
  • ignitability where n-pentyl nitrate did not react with toluene as a component of the main fuel (fuel C) was compared with ignitability where n-pentyl nitrate reacted with toluene (fuel D).
  • the fuel D with n-pentyl nitrate reacting with toluene was prepared by making the fuel C with n-pentyl nitrate not react with toluene pass through the catalyst apparatus 5 at a flow rate of 100 ml/minute at 50°C and contact the catalyst.
  • a stainless container having an inner diameter of 30 mm, a length of 100 mm and a wall thickness of 2 mm and comprising a heater, filled with dodeca-tungsto (VI) phosphoric acid hydrate with the average particle size of 10 ⁇ m as a catalyst, was used.
  • a fuel with, for example, 1 wt% of n-pentyl nitrite (C 5 H 11 O-NO) as an ignition improver contained in a main fuel comprised of, for example, 90 wt% of heptane and 10 wt% of acetophenone may be used as a fuel stored in the fuel tank 2.
  • the n-pentyl nitrite as an ignition improver reacts with acetophenone as a component of the main fuel to produce pentyl alcohol being a material having a reduced ignitability improvement capability as shown in the following formula (4).
  • ignitability where the ignition improver did not react with acetophenone as a component of the main fuel (fuel E) was compared with ignitability where n-pentyl nitrite reacted with acetophenone (fuel F).
  • the fuel F with n-pentyl nitrite reacting with acetophenone was prepared by making the fuel E with n-pentyl nitrite not reacting with acetophenone pass through the catalyst apparatus 5 at a flow rate of 100 ml/minute at room temperature and contact the catalyst.
  • a stainless container having an inner diameter of 30 mm, a length of 100 mm and a wall thickness of 2 mm and comprising a heater, filled with zirconia sulfate with the average particle size of 10 ⁇ m as a catalyst, was used.
  • the above described catalyst carried on a porous carrier may be used as a catalyst stored in the catalyst apparatus 5.
  • Such catalysts may include, for example, dodeca-tungsto (VI) phosphoric acid hydrate carried on spherical silica.
  • the ignition improver such as cumene hydroperoxide can be decomposed in a short time, and also the amount of catalyst required for decomposition of the ignition improver can be reduced.
  • the fuel was made to contact the dodeca-tungsto (VI) phosphoric acid hydrate carried on spherical silica by putting 100 g of the fuel in a 500 ml flat bottom flask, keeping the liquid temperature at 50°C while stirring in a temperature controlled bath with a stirrer, and putting in the flask a catalyst with dodeca-tungsto (VI) phosphoric acid hydrate carried on spherical silica in imitation of a situation in which a fuel supplied from the fuel tank 2 is made to contact a catalyst in the catalyst apparatus 5.
  • a catalyst with dodeca-tungsto (VI) phosphoric acid hydrate carried on spherical silica in imitation of a situation in which a fuel supplied from the fuel tank 2 is made to contact a catalyst in the catalyst apparatus 5.
  • the catalyst was prepared in the following manner. First, an aqueous solution of 12 . 8 g of dodeca-tungsto (VI) phosphoric acid hydrate in 30 ml of water was sprayed to 30 g of spherical silica. Then, the aqueous solution and the spherical silica were uniformly mixed together, then left standing at room temperature all night through, and kept in a temperature controlled bath at 120°C for 3 hours to evaporate water. The mixture was cooled to room temperature in a vacuum desiccator, and then kept at 400°C for 1 hour to be baked using a muffle furnace, whereby a catalyst with dodeca-tungsto (VI) phosphoric acid hydrate carried on spherical silica.
  • the spherical silica a product made by Fuji Silysia Chemical Ltd. and having a specific surface area of 323 m 2 /g, a pore volume of 1.03 ml/g, and a bulk density of 0.43 g/ml.
  • the spherical silica has a particle size distribution with 0.2% of particles having sizes less than 0.85 mm, 93.6% of particles having sizes of 0.85 to 1. 70 mm, and 6.2% of particles having sizes greater than 1.7 mm.
  • the prepared catalyst carried 29 wt% of dodeca-tungsto (VI) phosphoric acid hydrate based on the total amount including that of the spherical silica.
  • the specific surface area of the prepared catalyst was 225 m 2 /g as measured by Flow Sorb II 2300 (trade name) manufactured by Shimadzu Corporation using the BET method.
  • the amount of the catalyst was 3.3 g (the amount of dodeca-tungsto (VI) phosphoric acid hydrate carried on the catalyst was 1 g), and when the fuel kept at a liquid temperature of 50°C was made to contact the catalyst, about 2 g of each reaction solution was taken before the reaction (reaction time : 0) and 5, 15, 30, 90, 90 and 120 minutes after the start of the reaction (reaction time: 5, 15, 30, 90, 90 and 120 minutes, respectively), and the variation with time in fuel composition was examined.
  • ignitability where the fuel was not made to contact the catalyst was compared with ignitability where the fuel was kept at a liquid temperature of 50°C and made to contact the catalyst for 120 minutes (fuel I).

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Claims (11)

  1. Verfahren zum Regeln/Steuern einer Brennkraftmaschine mit Kompressionszündung, in welcher ein sauerstoffhaltiges Gas und ein Kraftstoff, der in der Lage ist, unter Druck selbst-gezündet zu werden, in einen Zylinder eingeführt und komprimiert werden, um selbst-gezündet zu werden,
    wobei die Brennkraftmaschine mit Kompressionszündung einen Kraftstoff umfasst, welcher einen Zündverbesserer enthält, und
    wobei, wenn eine Arbeitslast der Brennkraftmaschine mit Kompressionszündung ansteigt, wenigstens ein Teil des in dem Kraftstoff enthaltenen Zündverbesserers in ein Material gewandelt wird, welches eine reduzierte Zündfähigkeit-Verbesserungsfähigkeit aufweist, um die Zündfähigkeit des Kraftstoffs zu reduzieren, und der Kraftstoff mit der reduzierten Zündfähigkeit der Brennkraftmaschine mit Kompressionszündung zugeführt wird, dadurch gekennzeichnet, dass wenigstens ein Teil des Kraftstoffs dazu gebracht wird, einen Katalysator zu berühren, und der in dem Kraftstoff enthaltene Zündverbesserer durch den Katalysator in ein Material gewandelt wird, welches eine reduzierte Zündfähigkeit-Verbesserungsfähigkeit aufweist.
  2. Verfahren nach Anspruch 1, wobei ein Kraftstoff, welcher wenigstens einen Verbindungstyp umfasst, der aus der Gruppe ausgewählt ist, welche aus organischen, Peroxiden, Nitraten, Nitriten, Nitroverbindungen und Azoverbindungen besteht, als der Zündverbesserer verwendet wird.
  3. Verfahren nach Anspruch 2, wobei das organische Peroxid Cumolhydroperoxid ist.
  4. Verfahren nach Anspruch 2, wobei das Nitrat ein n-Pentyl-Nitrat ist.
  5. Verfahren nach Anspruch 2, wobei das Nitrit ein n-Pentyl-Nitrit ist.
  6. Verfahren nach Anspruch 1, wobei wenigstens ein Materialtyp, der aus der Gruppe ausgewählt ist, die aus Einzelmetallen, Metallverbindungen, festen sauren Katalysatoren und festen basischen Katalysatoren besteht, als der Katalysator verwendet wird.
  7. Verfahren nach Anspruch 6, wobei die Metallverbindung Eisenchlorid (III) ist.
  8. Verfahren nach Anspruch 6, wobei der feste saure Katalysator wenigstens ein Typ ist, welcher aus der Gruppe ausgewählt ist, die aus Zirkoniumsulfat, Zeolith, Dodeca-Wolfram-(VI)-Phosphorsäurenhydrat, saurem Ton und Montmorillonit besteht.
  9. Verfahren nach Anspruch 1, wobei der Katalysator auf einem porösen Träger getragen wird.
  10. Verfahren nach Anspruch 9, wobei der poröse Träger sphärisches Siliziumdioxid ist.
  11. Verfahren nach Anspruch 1, wobei ein Kraftstoff, welcher wenigstens einen Teil des Zündverbesserers, der in ein Material mit einer reduzierten Zündfähigkeit-Verbesserungsfähigkeit gewandelt ist, aufweist und somit eine reduzierte Zündfähigkeit aufweist, und ein Kraftstoff mit einer Zündfähigkeit-Verbesserungsfähigkeit des erhaltenen Zündverbesserers zusammen in irgendeinem Verhältnis gemischt und der Brennkraftmaschine mit Kompressionszündung zugeführt werden.
EP04253860A 2003-06-27 2004-06-28 Verfahren zur Steuerung einer selbstgezündeten Brennkraftmaschine Expired - Lifetime EP1491756B1 (de)

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JP2003184709 2003-06-27
JP2003184709 2003-06-27
JP2003405678 2003-12-04
JP2003405678 2003-12-04
JP2004070196 2004-03-12
JP2004070196A JP4295140B2 (ja) 2003-06-27 2004-03-12 圧縮着火内燃機関の制御方法
JP2004112017A JP4382559B2 (ja) 2003-06-27 2004-04-06 圧縮着火内燃機関の制御方法
JP2004112017 2004-04-06

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EP1491756B1 true EP1491756B1 (de) 2010-12-29

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JP4173852B2 (ja) * 2004-11-04 2008-10-29 本田技研工業株式会社 圧縮着火内燃機関の制御方法
JP2006233864A (ja) * 2005-02-24 2006-09-07 Honda Motor Co Ltd 圧縮着火内燃機関の制御方法
JP4382722B2 (ja) * 2005-08-04 2009-12-16 本田技研工業株式会社 内燃機関システム
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